US8981590B2 - Hybrid vehicle and method for operating a device for charging a battery in a hybrid vehicle - Google Patents

Hybrid vehicle and method for operating a device for charging a battery in a hybrid vehicle Download PDF

Info

Publication number
US8981590B2
US8981590B2 US14/122,980 US201214122980A US8981590B2 US 8981590 B2 US8981590 B2 US 8981590B2 US 201214122980 A US201214122980 A US 201214122980A US 8981590 B2 US8981590 B2 US 8981590B2
Authority
US
United States
Prior art keywords
range
remaining
energy storage
value
storage device
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
US14/122,980
Other versions
US20140097673A1 (en
Inventor
Jens Papajewski
Michael Hamacher
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Audi AG
Original Assignee
Audi AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Audi AG filed Critical Audi AG
Assigned to AUDI AG reassignment AUDI AG ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: HAMACHER, MICHAEL, PAPAJEWSKI, JENS
Publication of US20140097673A1 publication Critical patent/US20140097673A1/en
Application granted granted Critical
Publication of US8981590B2 publication Critical patent/US8981590B2/en
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
    • H02J7/04—Regulation of charging current or voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B60W20/106—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
    • B60L11/126—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B60L50/62—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles charged by low-power generators primarily intended to support the batteries, e.g. range extenders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B60W20/102—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/11—Controlling the power contribution of each of the prime movers to meet required power demand using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/007—Regulation of charging or discharging current or voltage
    • H02J7/00712—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters
    • H02J7/00714—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters in response to battery charging or discharging current
    • H02J7/00716—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters in response to battery charging or discharging current in response to integrated charge or discharge current
    • H02J7/044—
    • B60W2540/04—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/215—Selection or confirmation of options
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/24—Energy storage means
    • B60W2710/242—Energy storage means for electrical energy
    • B60W2710/244—Charge state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/082—Selecting or switching between different modes of propelling
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y02T10/6217—
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y02T10/7005—
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y02T10/7077—
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/84—Data processing systems or methods, management, administration
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor

Definitions

  • the invention relates to a hybrid vehicle, i.e. vehicle with an electric drive and an electric energy storage device, in particular a battery for supplying power to the electric drive in operation.
  • the invention furthermore relates to a device for charging the energy storage device, wherein such device typically includes an internal combustion engine with an associated generator, wherein the generator may be the electrical drive, but typically is a machine different from the electrical drive.
  • the invention also relates to a method for operating such a device for charging an electric energy storage device in a motor vehicle.
  • Hybrid vehicles typically have a so-called operating-mode switch which an operator can operate to select whether the hybrid vehicle should drive exclusively electrically, i.e. whether exclusively electric energy should be drawn from the electric energy storage device to operate the electric drive, or whether a hybrid driving mode is preferred as an operating mode, i.e. an operating mode of the hybrid vehicle, wherein electric energy for powering the electric drive is drawn from the energy storage device at the same time as electric energy is supplied to the energy storage device for charging the energy storage device.
  • an operating-mode switch which an operator can operate to select whether the hybrid vehicle should drive exclusively electrically, i.e. whether exclusively electric energy should be drawn from the electric energy storage device to operate the electric drive, or whether a hybrid driving mode is preferred as an operating mode, i.e. an operating mode of the hybrid vehicle, wherein electric energy for powering the electric drive is drawn from the energy storage device at the same time as electric energy is supplied to the energy storage device for charging the energy storage device.
  • DE 100 41 593 B4 discloses a controller for a hybrid vehicle wherein the voltage is regulated to the voltage of an electric energy storage device.
  • SOC conservation is known in the art, wherein the state-of-charge of the battery is maintained by operating a Range-Extender.
  • DE 10 2008 047 923 A1 is concerned with considering a desired electrical range within a process for optimizing operation of a vehicle.
  • a targeted route is assumed and starting a state having a desired electrical range is back-calculated from this targeted route.
  • the object is attained in one aspect with a hybrid vehicle with an electric energy storage device, an electric drive receiving electrical current from the electric energy storage device, and a charging device for charging the energy storage device.
  • the hybrid vehicle can be operated in an operating mode wherein a remaining electrical range determined with a predetermined criterion relating to driving with the electrical drive, where the device for charging not operated, is held constant by repeatedly or continuously operating the charging device in accordance with a predetermined criterion.
  • the hybrid vehicle further includes a device for defining a value for the remaining electrical range to be held constant, with the device for defining a value comprising a control element, wherein upon actuation of the control element, an actually determined value for the remaining electrical range is used as the value to be held constant.
  • a method for operating a charging device for charging an electric energy storage device in a motor vehicle includes determining in accordance with a predetermined criterion an electrical range for the vehicle when operating the electric drive without operating the charging device, and operating the charging device such that the electrical range remains constant as specified based on discrete values, wherein after a control element is actuated, an actual value for the remaining electrical range is used as a value to be held constant.
  • the hybrid vehicle according to the invention can thus be operated in an operating mode with a control, wherein the control target is to keep a remaining range determined in accordance with a predetermined criterion when driving with the electrical drive, where the device for charging is not operated, while repeatedly or constantly operating the charging device in accordance with a predetermined criterion.
  • the invention thus starts by controlling a desired state-of-charge of the battery.
  • a particular state-of-charge of the battery may provide a different remaining range.
  • the driver of the hybrid vehicle is better able to plan the trip.
  • a value for the remaining range is specified to the driver, thereby considerably simplifying the operation of the hybrid vehicle.
  • the operating mode may preferably be selected by the driver himself, wherein particularly a device for defining a value for the remaining range to be kept constant is included.
  • a device for defining a value for the remaining range to be kept constant is included.
  • the device for defining a value for the remaining range includes a control element, which when actuated causes a respective actually determined value for the remaining range to be used as the value to be held constant.
  • a control element which when actuated causes a respective actually determined value for the remaining range to be used as the value to be held constant.
  • the driver may at some point actuate the control element in order to effectively “freeze” and preserve the actual remaining range. The vehicle then automatically ensures that the remaining range is maintained even in its assumed operating mode.
  • the device for charging includes in a known fashion an internal combustion engine with a generator, a so-called Range-Extender.
  • the method according to the invention is characterized in that in accordance with a predetermined criterion (which more particularly does not exclusively relate to the state-of-charge of the electric energy storage device) a range for the motor vehicle when operating the electric drive without operating the device for charging is determined, and that the device for charging is operated such that this range remains constant as defined based on discrete values.
  • a predetermined criterion which more particularly does not exclusively relate to the state-of-charge of the electric energy storage device
  • the invention takes into account that a range calculated with a precision of millimeters may briefly vary.
  • the device for charging the electric energy storage device can be operated to ensure that the surrounding interval associated with the discrete value is not left, i.e. that the adjacent discrete value is not reached. This is for example a predetermined criterion according to which the remaining range is held constant.
  • the method is preferentially here also performed after receiving an input which defines a value for the range to be held constant, wherein preferably an actual value for the range determined according to a predetermined criterion is defined via the input as a value to be held constant.
  • FIG. 1 a flow diagram describing an embodiment of the method according to the present invention.
  • FIG. 2 a diagram of the so-called electrical range as a function of a route driven by a hybrid vehicle with a Range-Extender.
  • a hybrid vehicle includes an electric drive which receives an electric current from a battery.
  • a Range-Extender with an associated separate generator is used to produce the electric energy stored in the battery.
  • the Range-Extender does typically not supply the total electric energy required for the driving. Instead, the battery is charged before a trip at an external charging station, for example at a standard electrical outlet and is charged at the start of the trip to its maximum capacity.
  • step S 12 After the start of the trip at step S 10 , the vehicle is operated conventionally at step S 12 , for example by controlling the state-of-charge of the battery SOC, an exclusively electric method and the like. It will now be assumed that the electrical range then further decreases after traveling the distance s A to the waypoint A. It is checked during the trip at step S 14 , whether the driver has actuated a specific button. As long as this not the case, the travel continues at step S 12 as before.
  • this actuator is actuated by the driver at the waypoint A after traveling the distance s A .
  • the remaining electrical range is regulated at step S 16 , wherein the remaining electrical range is held constant to the greatest possible extent. “To the greatest possible extent” is meant to indicate here that the fluctuations in the remaining electrical range are so small that a discrete classification of the values for the electrical range is unable to capture these fluctuations. For example, when the electrical range is controlled to the value I 0 and fluctuates only so that not even half of the interval to the next possible measurement value I ob or I unt is reached.
  • the remaining range can be stated in intervals of 5 km, for values of less than 20 km possibly in steps of 2 km.
  • I 0 25 km in the aforementioned example
  • keeping this value constant with a discretization of 5 km means that the remaining range is held constant in accordance with a predetermined criterion, namely within the interval from for example 22 km to 28 km.
  • step S 18 It is checked at step S 18 , whether a new input has occurred. As long as this is not the case, the remaining electrical range is controlled. After driving the distance s B , i.e. when reaching the waypoint B, a new input is to be captured at step S 18 . Accordingly, driving is exclusively electrical at step S 20 until the end of the trip, i.e. the aforementioned remaining electrical range I 0 has been traveled. Alternatively, the process can return to step S 12 and the previous control can be performed again until an input occurs once again at step S 14 .
  • the driver has now the option to effectively “freeze” the remaining range I 0 when only this particular remaining electrical range I 0 is available. He can then keep this remaining electrical range in reserve (providing that sufficient fuel is available for operating the Range-Extender) by operating the Range-Extender in a range which would allow the driver to travel the remaining distance at a later time e.g. exclusively electrically after reaching the waypoint B, for example in an environmental zone where the Range-Extender should not be operated.
  • the remaining electrical range is controlled in the present situation, which is different from a conventional control of a fixed state-of-charge of the battery.
  • the remaining electrical range is dependent on the state-of-charge of the battery, the actual vehicle speed also enters the remaining range in this example, and further indirectly via the operation of the Range-Extender also the capacity of the fuel tank, and more particularly the remaining electrical range is also dependent on the drive power the electric drive and the power consumed by the secondary loads in the motor vehicle.
  • the remaining electrical range can change, without changing the state-of-charge of the battery.
  • the state-of-charge of the battery may also have to be adjusted.
  • the power consumed by the drive may increase when driving uphill, resulting in a decrease of the remaining electrical range.
  • the Range-Extender By activating the Range-Extender during uphill travel at least after a predetermined period of time, the state-of-charge sufficient for the previously held constant remaining electrical range is then not changed to a higher state-of-charge.
  • the remaining range is calculated in a conventional manner using conventional algorithms.
  • the calculation of the remaining range is based on the way in which at least a portion the covered distance has been traveled, i.e. how much energy was consumed, which this is then extrapolated. When the energy consumption changes, higher energy consumption is given more weight than lower energy consumption. So-called average profiles for the vehicle are used to estimate the remaining range at a specific vehicle speed.
  • the present invention enables the driver to plan more accurately when he desired to drive exclusively electrically. By maintaining a specific number of kilometers for the remaining range, the driver is better able to plan than by keeping the state-of-charge of the battery constant.

Abstract

In order to operate a hybrid vehicle, a mode is provided in which adjustment to the remaining electrical range is performed, specifically said remaining range is kept substantially constant. For example, the driver of the vehicle can continuously maintain the currently determined remaining electrical range by activating an activation element, in order to be able to retrieve said remaining electrical range later for purely electric driving, for example in a low emission zone. Adjustment to the remaining electrical range is more appropriate than the previously known adjustment to the charge state of the battery, because the vehicle driver can better plan his trip.

Description

CROSS-REFERENCES TO RELATED APPLICATIONS
This application is the U.S. National Stage of International Application No. PCT/EP2012/000821, filed Feb. 25, 2012, which designated the United States and has been published as International Publication No. WO 2012/163437 and which claims the priority of German Patent Application, Serial No. 10 2011 102 766.5, filed May 28, 2011, pursuant to 35 U.S.C. 119(a)-(d).
BACKGROUND OF THE INVENTION
The invention relates to a hybrid vehicle, i.e. vehicle with an electric drive and an electric energy storage device, in particular a battery for supplying power to the electric drive in operation. The invention furthermore relates to a device for charging the energy storage device, wherein such device typically includes an internal combustion engine with an associated generator, wherein the generator may be the electrical drive, but typically is a machine different from the electrical drive. The invention also relates to a method for operating such a device for charging an electric energy storage device in a motor vehicle.
Hybrid vehicles typically have a so-called operating-mode switch which an operator can operate to select whether the hybrid vehicle should drive exclusively electrically, i.e. whether exclusively electric energy should be drawn from the electric energy storage device to operate the electric drive, or whether a hybrid driving mode is preferred as an operating mode, i.e. an operating mode of the hybrid vehicle, wherein electric energy for powering the electric drive is drawn from the energy storage device at the same time as electric energy is supplied to the energy storage device for charging the energy storage device.
DE 100 41 593 B4 discloses a controller for a hybrid vehicle wherein the voltage is regulated to the voltage of an electric energy storage device. The so-called SOC conservation is known in the art, wherein the state-of-charge of the battery is maintained by operating a Range-Extender. Disadvantageously, it is difficult for the driver to determine the remaining range of the motor vehicle from the optionally displayed state-of-charge of the battery. A targeted manual distance-based adjustment by the driver is not possible.
DE 10 2008 047 923 A1 is concerned with considering a desired electrical range within a process for optimizing operation of a vehicle. A targeted route is assumed and starting a state having a desired electrical range is back-calculated from this targeted route.
SUMMARY OF THE INVENTION
It is the object the present invention to configure the operation of a hybrid vehicle in a novel fashion, which obviates the disadvantages of the prior art and which more particularly enables the driver to better plan the trip with the hybrid vehicle without foregoing options for driving the hybrid vehicle.
The object is attained in one aspect with a hybrid vehicle with an electric energy storage device, an electric drive receiving electrical current from the electric energy storage device, and a charging device for charging the energy storage device. The hybrid vehicle can be operated in an operating mode wherein a remaining electrical range determined with a predetermined criterion relating to driving with the electrical drive, where the device for charging not operated, is held constant by repeatedly or continuously operating the charging device in accordance with a predetermined criterion. The hybrid vehicle further includes a device for defining a value for the remaining electrical range to be held constant, with the device for defining a value comprising a control element, wherein upon actuation of the control element, an actually determined value for the remaining electrical range is used as the value to be held constant.
According to another aspect, a method for operating a charging device for charging an electric energy storage device in a motor vehicle, wherein the energy storage device is used to supply power to an electrical drive, includes determining in accordance with a predetermined criterion an electrical range for the vehicle when operating the electric drive without operating the charging device, and operating the charging device such that the electrical range remains constant as specified based on discrete values, wherein after a control element is actuated, an actual value for the remaining electrical range is used as a value to be held constant.
The hybrid vehicle according to the invention can thus be operated in an operating mode with a control, wherein the control target is to keep a remaining range determined in accordance with a predetermined criterion when driving with the electrical drive, where the device for charging is not operated, while repeatedly or constantly operating the charging device in accordance with a predetermined criterion.
The invention thus starts by controlling a desired state-of-charge of the battery. Depending on the external conditions, a particular state-of-charge of the battery may provide a different remaining range. By controlling the remaining range directly, the driver of the hybrid vehicle is better able to plan the trip. Optionally, a value for the remaining range is specified to the driver, thereby considerably simplifying the operation of the hybrid vehicle.
The operating mode may preferably be selected by the driver himself, wherein particularly a device for defining a value for the remaining range to be kept constant is included. By allowing the driver himself to define the value for the remaining range, he can always retain a reserve of electric energy while driving the hybrid vehicle, so that he can still drive at the end of the operating mode a remaining distance according to the remaining range previously held constant. In this way, the driver can in particular plan to subsequently drive the hybrid vehicle purely electrically; for example, he can plan to drive during a long-distance trip electrically to the destination in a later city trip. However, operating only a selection switch for the hybrid or the purely electric drive would not ensure the availability of an adequate remaining electrical range. However, when a value for the remaining range can be defined and a constant remaining range is then controlled, this remaining range can be more or less exactly retrieved at a later time.
According to a preferred embodiment of this aspect of the invention, the device for defining a value for the remaining range includes a control element, which when actuated causes a respective actually determined value for the remaining range to be used as the value to be held constant. For example, when the respective remaining range for driving exclusively electrically is continuously displayed, the driver may at some point actuate the control element in order to effectively “freeze” and preserve the actual remaining range. The vehicle then automatically ensures that the remaining range is maintained even in its assumed operating mode.
The device for charging includes in a known fashion an internal combustion engine with a generator, a so-called Range-Extender.
The method according to the invention is characterized in that in accordance with a predetermined criterion (which more particularly does not exclusively relate to the state-of-charge of the electric energy storage device) a range for the motor vehicle when operating the electric drive without operating the device for charging is determined, and that the device for charging is operated such that this range remains constant as defined based on discrete values.
In this aspect, the invention takes into account that a range calculated with a precision of millimeters may briefly vary. However, when the range is specified in steps, for example by discrete values spaced of 1 km and 10 km and preferentially between 2 km and 5 km, then the device for charging the electric energy storage device can be operated to ensure that the surrounding interval associated with the discrete value is not left, i.e. that the adjacent discrete value is not reached. This is for example a predetermined criterion according to which the remaining range is held constant.
The method is preferentially here also performed after receiving an input which defines a value for the range to be held constant, wherein preferably an actual value for the range determined according to a predetermined criterion is defined via the input as a value to be held constant. The aforementioned advantages of this embodiment for the hybrid vehicle apply, mutatis mutandis, also to the method.
BRIEF DESCRIPTION OF THE DRAWING
A preferred embodiment of the invention will be described below with reference to the drawing, which shows in:
FIG. 1 a flow diagram describing an embodiment of the method according to the present invention, and
FIG. 2 a diagram of the so-called electrical range as a function of a route driven by a hybrid vehicle with a Range-Extender.
 DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
It will be assumed here that a hybrid vehicle includes an electric drive which receives an electric current from a battery. A Range-Extender with an associated separate generator is used to produce the electric energy stored in the battery.
The Range-Extender does typically not supply the total electric energy required for the driving. Instead, the battery is charged before a trip at an external charging station, for example at a standard electrical outlet and is charged at the start of the trip to its maximum capacity. The so-called electrical range is thus a maximum at the waypoint s0=0, i.e. the range the vehicle can travel without the need to operate the Range-Extender.
After the start of the trip at step S10, the vehicle is operated conventionally at step S12, for example by controlling the state-of-charge of the battery SOC, an exclusively electric method and the like. It will now be assumed that the electrical range then further decreases after traveling the distance sA to the waypoint A. It is checked during the trip at step S14, whether the driver has actuated a specific button. As long as this not the case, the travel continues at step S12 as before.
In the present example, this actuator is actuated by the driver at the waypoint A after traveling the distance sA. As a result, the remaining electrical range is regulated at step S16, wherein the remaining electrical range is held constant to the greatest possible extent. “To the greatest possible extent” is meant to indicate here that the fluctuations in the remaining electrical range are so small that a discrete classification of the values for the electrical range is unable to capture these fluctuations. For example, when the electrical range is controlled to the value I0 and fluctuates only so that not even half of the interval to the next possible measurement value Iob or Iunt is reached.
It is sufficient for specifying the remaining range to select relatively generous intervals. For example, the remaining range can be stated in intervals of 5 km, for values of less than 20 km possibly in steps of 2 km. For example, with a value of I0=25 km in the aforementioned example, keeping this value constant with a discretization of 5 km (i.e. with Iunt=20 km and Iob=30 km) means that the remaining range is held constant in accordance with a predetermined criterion, namely within the interval from for example 22 km to 28 km.
It is checked at step S18, whether a new input has occurred. As long as this is not the case, the remaining electrical range is controlled. After driving the distance sB, i.e. when reaching the waypoint B, a new input is to be captured at step S18. Accordingly, driving is exclusively electrical at step S20 until the end of the trip, i.e. the aforementioned remaining electrical range I0 has been traveled. Alternatively, the process can return to step S12 and the previous control can be performed again until an input occurs once again at step S14.
With the method according to the invention, the driver has now the option to effectively “freeze” the remaining range I0 when only this particular remaining electrical range I0 is available. He can then keep this remaining electrical range in reserve (providing that sufficient fuel is available for operating the Range-Extender) by operating the Range-Extender in a range which would allow the driver to travel the remaining distance at a later time e.g. exclusively electrically after reaching the waypoint B, for example in an environmental zone where the Range-Extender should not be operated.
The remaining electrical range is controlled in the present situation, which is different from a conventional control of a fixed state-of-charge of the battery. Although the remaining electrical range is dependent on the state-of-charge of the battery, the actual vehicle speed also enters the remaining range in this example, and further indirectly via the operation of the Range-Extender also the capacity of the fuel tank, and more particularly the remaining electrical range is also dependent on the drive power the electric drive and the power consumed by the secondary loads in the motor vehicle. When one of these parameters changes, the remaining electrical range can change, without changing the state-of-charge of the battery. In order to keep the remaining electrical range constant, the state-of-charge of the battery may also have to be adjusted. For example, after having driven for a certain duration on level terrain, the power consumed by the drive may increase when driving uphill, resulting in a decrease of the remaining electrical range. By activating the Range-Extender during uphill travel at least after a predetermined period of time, the state-of-charge sufficient for the previously held constant remaining electrical range is then not changed to a higher state-of-charge.
The remaining range is calculated in a conventional manner using conventional algorithms. The calculation of the remaining range is based on the way in which at least a portion the covered distance has been traveled, i.e. how much energy was consumed, which this is then extrapolated. When the energy consumption changes, higher energy consumption is given more weight than lower energy consumption. So-called average profiles for the vehicle are used to estimate the remaining range at a specific vehicle speed.
The present invention enables the driver to plan more accurately when he desired to drive exclusively electrically. By maintaining a specific number of kilometers for the remaining range, the driver is better able to plan than by keeping the state-of-charge of the battery constant.

Claims (5)

The invention claimed is:
1. A hybrid vehicle comprising:
an electric energy storage device,
an electric drive receiving electrical current from the electric energy storage device,
an onboard charging device for charging the energy storage device,
wherein the hybrid vehicle can be operated in an operating mode wherein a remaining electrical range, which is determined with a predetermined criterion relating to a situation where the electrical drive is driven when the onboard charging device is not operated, is held constant by repeatedly or continuously operating the charging device in accordance with the predetermined criterion, and
a device for defining a value for the remaining electrical range to be held constant, with the device for defining the value comprising a control element, wherein upon actuation of the control element, an actually determined value for the remaining electrical range is used as the value to be held constant,
wherein the remaining electrical range depends on a state-of-charge (SOC) of the electric energy storage device and at least one of an actual vehicle speed and a capacity of a fuel tank of the onboard charging device.
2. The hybrid vehicle of claim 1, wherein the onboard charging device comprises an internal combustion engine with a generator.
3. A method for operating an onboard charging device for charging an electric energy storage device in a motor vehicle, wherein the energy storage device is used to supply power to an electrical drive, the method comprising:
determining in accordance with a predetermined criterion an electrical range for the vehicle in a situation where the electric drive is operated without operating the charging device,
operating the charging device such that the electrical range remains constant within a specified range based on discrete values, and
using in response to actuation of a control element an actual value for a remaining electrical range as a value for the remaining electrical range to be held constant,
wherein the remaining electrical range depends on a state-of-charge (SOC) of the electric energy storage device and at least one of an actual vehicle speed and a capacity of a fuel tank of the onboard charging device.
4. The method of claim 3, wherein the discrete values are defined in intervals from between 1 km to 10 km.
5. The method of claim 4, wherein the discrete values are defined in intervals from between 2 km to 5 km.
US14/122,980 2011-05-28 2012-02-25 Hybrid vehicle and method for operating a device for charging a battery in a hybrid vehicle Expired - Fee Related US8981590B2 (en)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102011102766.5 2011-05-28
DE102011102766 2011-05-28
DE102011102766A DE102011102766A1 (en) 2011-05-28 2011-05-28 Hybrid vehicle and method for operating a device for charging a battery in a hybrid vehicle
PCT/EP2012/000821 WO2012163437A1 (en) 2011-05-28 2012-02-25 Hybrid vehicle and method for operating a device for charging a battery in a hybrid vehicle

Publications (2)

Publication Number Publication Date
US20140097673A1 US20140097673A1 (en) 2014-04-10
US8981590B2 true US8981590B2 (en) 2015-03-17

Family

ID=45774142

Family Applications (1)

Application Number Title Priority Date Filing Date
US14/122,980 Expired - Fee Related US8981590B2 (en) 2011-05-28 2012-02-25 Hybrid vehicle and method for operating a device for charging a battery in a hybrid vehicle

Country Status (5)

Country Link
US (1) US8981590B2 (en)
EP (1) EP2714482B1 (en)
CN (1) CN103562037B (en)
DE (1) DE102011102766A1 (en)
WO (1) WO2012163437A1 (en)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2013132640A1 (en) * 2012-03-08 2013-09-12 トヨタ自動車株式会社 Vehicle control device
DE102012004930A1 (en) 2012-03-10 2013-09-12 Audi Ag Method and device for determining and displaying a remaining range of a motor vehicle and motor vehicles with a device for determining and displaying a residual range
WO2014115308A1 (en) * 2013-01-25 2014-07-31 トヨタ自動車株式会社 Onboard travel distance output device
JP2014205380A (en) * 2013-04-11 2014-10-30 トヨタ自動車株式会社 Hybrid vehicle
DE102016203401A1 (en) 2016-03-02 2017-09-07 Bayerische Motoren Werke Aktiengesellschaft Method and device for operating a vehicle having an electrical energy storage hybrid vehicle with an electric motor and with an internal combustion engine
CN108556644B (en) * 2018-03-20 2019-11-05 广州汽车集团股份有限公司 A kind of hybrid vehicle distance increasing unit power follow-up control method and system
US11932182B2 (en) * 2018-04-19 2024-03-19 Sumitomo Electric Industries, Ltd. Control device, control method, and computer program
CN108973982B (en) * 2018-06-28 2020-06-23 浙江吉利控股集团有限公司 Drive mode switching system for hybrid vehicle model
CN113060121B (en) * 2021-04-08 2022-06-10 中国第一汽车股份有限公司 Hybrid electric vehicle driving range calculation method and hybrid electric vehicle

Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4344368C1 (en) 1993-12-24 1995-05-11 Daimler Benz Ag Charge information system for an electrical or hybrid vehicle
US5892346A (en) 1995-02-27 1999-04-06 Kabushikikaisha Equos Research Vehicle
DE19807291A1 (en) 1998-02-20 1999-08-26 Volkswagen Ag Method of operating a motor vehicle with a hybrid drive with an electric motor and an internal combustion engine
US6414453B1 (en) 1999-09-07 2002-07-02 Honda Giken Kogyo Kabushiki Kaisha Control apparatus for hybrid vehicle
EP1297982A2 (en) 2001-09-28 2003-04-02 Pioneer Corporation Hybrid car with navigation system for emission reduction
US20060278449A1 (en) 2005-06-10 2006-12-14 Torre-Bueno Jose D L Inputs for optimizing performance in hybrid vehicles
DE102007056723A1 (en) 2006-11-28 2008-12-18 GM Global Technology Operations, Inc., Detroit Vehicle hybrid powertrain system, has transmission provided with transmission input member and electric machines, planetary gear set provided with gear members, and control system configured for establishing powertrain operating states
US20090114463A1 (en) 2007-06-12 2009-05-07 Devault Robert C Self-learning control system for plug-in hybrid vehicles
DE102008047923A1 (en) 2008-09-19 2010-03-25 Volkswagen Ag Operation i.e. driving operation, optimizing method for e.g. ship, involves presetting driven distance and optimizing driving operation such that loading condition of battery lies on minimum value under consideration of boundary conditions
EP1256476B1 (en) 2001-05-09 2010-11-24 Ford Global Technologies, Inc. Hybrid electric vehicle energy management
US20110166733A1 (en) * 2010-01-07 2011-07-07 Ford Global Technologies, Llc Plug-in hybrid electric vehicle battery state of charge hold function and energy management

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101357633B (en) * 2007-07-31 2011-05-18 比亚迪股份有限公司 Driving method and system of tandem type hybrid vehicle

Patent Citations (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4344368C1 (en) 1993-12-24 1995-05-11 Daimler Benz Ag Charge information system for an electrical or hybrid vehicle
US5623194A (en) 1993-12-24 1997-04-22 Mercedes-Benz Ag Apparatus for monitoring and controlling charging of a battery for a hybrid or electric vehicle
US5892346A (en) 1995-02-27 1999-04-06 Kabushikikaisha Equos Research Vehicle
DE19807291A1 (en) 1998-02-20 1999-08-26 Volkswagen Ag Method of operating a motor vehicle with a hybrid drive with an electric motor and an internal combustion engine
DE10041593B4 (en) 1999-09-07 2006-03-02 Honda Giken Kogyo K.K. Control device for a hybrid vehicle, hybrid vehicle and method for controlling a braking operation of such
US6414453B1 (en) 1999-09-07 2002-07-02 Honda Giken Kogyo Kabushiki Kaisha Control apparatus for hybrid vehicle
EP1256476B1 (en) 2001-05-09 2010-11-24 Ford Global Technologies, Inc. Hybrid electric vehicle energy management
EP1297982A2 (en) 2001-09-28 2003-04-02 Pioneer Corporation Hybrid car with navigation system for emission reduction
US20060278449A1 (en) 2005-06-10 2006-12-14 Torre-Bueno Jose D L Inputs for optimizing performance in hybrid vehicles
DE102007056723A1 (en) 2006-11-28 2008-12-18 GM Global Technology Operations, Inc., Detroit Vehicle hybrid powertrain system, has transmission provided with transmission input member and electric machines, planetary gear set provided with gear members, and control system configured for establishing powertrain operating states
US20090114463A1 (en) 2007-06-12 2009-05-07 Devault Robert C Self-learning control system for plug-in hybrid vehicles
DE102008047923A1 (en) 2008-09-19 2010-03-25 Volkswagen Ag Operation i.e. driving operation, optimizing method for e.g. ship, involves presetting driven distance and optimizing driving operation such that loading condition of battery lies on minimum value under consideration of boundary conditions
US20110166733A1 (en) * 2010-01-07 2011-07-07 Ford Global Technologies, Llc Plug-in hybrid electric vehicle battery state of charge hold function and energy management

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
International Search Report issued by the European Patent Office in International Application PCT/EP2012/000821.

Also Published As

Publication number Publication date
DE102011102766A1 (en) 2012-11-29
EP2714482A1 (en) 2014-04-09
WO2012163437A1 (en) 2012-12-06
CN103562037A (en) 2014-02-05
US20140097673A1 (en) 2014-04-10
CN103562037B (en) 2016-03-23
EP2714482B1 (en) 2015-04-22

Similar Documents

Publication Publication Date Title
US8981590B2 (en) Hybrid vehicle and method for operating a device for charging a battery in a hybrid vehicle
US10464547B2 (en) Vehicle with model-based route energy prediction, correction, and optimization
CN107031430B (en) Control strategy for charging electric vehicles at multiple locations of a driving route
EP2720922B1 (en) Adaptive powertrain control for plugin hybrid electric vehicles
CN104973045B (en) Energy for hybrid vehicle reserves the method and apparatus coordinated
US8170737B2 (en) Method of controlling vehicle powertrain and vehicle control system
US7539562B2 (en) Hybrid vehicle powertrain control method and apparatus
JP3904388B2 (en) Control device for hybrid vehicle
KR101836250B1 (en) Method and apparatus of controlling output voltage of dc converter for vehicle including driving motor
CN103918152B (en) Method and system for managing the power of a hybrid vehicle
JP2009248822A (en) Charging amount controller
US20150061855A1 (en) Method and device for determining and displaying a remaining range of a motor vehicle, and motor vehicle having a device for determining and displaying a remaining range
CN106394269B (en) Personalized range protection strategy for electric vehicles
JP2010280250A (en) Power generation source control device
US10112597B2 (en) Automatic drive mode selection
JP6370475B2 (en) Alternator control unit, alternator drive control method, and engine vehicle power management system
CN106058360A (en) Cooling system for vehicle-mounted secondary battery
US10562395B2 (en) Control device for hybrid vehicle and control method for hybrid vehicle
JP2014183727A (en) Power storage system
US20150217779A1 (en) Method for controlling the operation of a hybrid vehicle and hybrid vehicle having a control operable according to said method
US20230053614A1 (en) Method and Control Device for Automatically Setting an Operating Mode of a Hybrid Vehicle, and Hybrid Vehicle
JP2019161779A (en) Vehicle power control device
WO2016151696A1 (en) Vehicle power control device
US20140379186A1 (en) Electronic control device
JP2008182838A (en) Power generation controller for vehicle

Legal Events

Date Code Title Description
AS Assignment

Owner name: AUDI AG, GERMANY

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:PAPAJEWSKI, JENS;HAMACHER, MICHAEL;REEL/FRAME:031688/0050

Effective date: 20130911

STCF Information on status: patent grant

Free format text: PATENTED CASE

MAFP Maintenance fee payment

Free format text: PAYMENT OF MAINTENANCE FEE, 4TH YEAR, LARGE ENTITY (ORIGINAL EVENT CODE: M1551); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

Year of fee payment: 4

FEPP Fee payment procedure

Free format text: MAINTENANCE FEE REMINDER MAILED (ORIGINAL EVENT CODE: REM.); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

LAPS Lapse for failure to pay maintenance fees

Free format text: PATENT EXPIRED FOR FAILURE TO PAY MAINTENANCE FEES (ORIGINAL EVENT CODE: EXP.); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

STCH Information on status: patent discontinuation

Free format text: PATENT EXPIRED DUE TO NONPAYMENT OF MAINTENANCE FEES UNDER 37 CFR 1.362

FP Lapsed due to failure to pay maintenance fee

Effective date: 20230317